Draft-gear.



H. 0. BUHOUP.

DRAFT GEAR.

APPLICATION FILED NOV. 25, IBQB.

950 472 Patented Mar. 1, 1910.

4 BHEETB-BHEBT 1.

Witness @k H. 0. BUHOUP.

DRAFT GEAR.

APPLICATION FILED NOV. 25, 1908.

Patented Mar. 1, 1910.

4 SHEETS-SHEET 2.

H. G. BUHOUP.

DRAFT GEAR.

APPLICATION rlmmnov. 25, 1908.

Patented Mar. 1, 1910.

4 SHEETS-SHEET 3.

H. C. BUHOUP.

DRAFT GEAR.

APPLICATION FILED NOV. 25, 190B.

Patented Mar. 1,1910.

311 venro'a UNITED STATES LIEYEENT OFFICE.

HARRY C. BUHOUP, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE M CONWAY & TORLEYCOMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

DRAFT-GEAR.

To all whom it may concern.-

Be it known that I, Haney G. Bnitour, a citizen of the United States,residing at Chicago, in the county of C-ook and State of Illinois, haveinvented certain new and useful Improvements in Draft-Gear; and I dohereby declare the following to be a full, clea and exact description ofthe invention, such as will enable others skilled in the art to which itappertains to make and use the same.

My invention relates to the construction of draft gear for railway cars,and is particularly designed to afford a simple and etticient equipmentof this character for cars which are operated over tracks having sharpcurves, but it is to be understood that draft gear constructed inaccordance with my invention is applicable to railway vehiclesgenerally.

The principal object of the present; invention is to provide aconstruction and arrangement of draft gear wherein a laterally swingingcoupler is normally maintained in the longitudinal axis of the carthrough the instrumentality of springs which are so rclated to thecoupler that their centralizing effect thereon may be released to permitthe coupler to be readily swung to one side in effecting a coupling whenthe car is upon a curve, the return of the coupler to its position inthe center of the car o erating to antomatically restore to the springstheir normal centralizing control of the coupler; and such aconstruction embodies the main feature of my invention.

A further object of my invention is to provide a draft gear of fe andsimple parts wherein the draft springs operate to normally maintain thecoupler in the longitudinal axis of the car.

There are other, minor, objects and features of invention which areeffected by, and reside in, certain elemental constructions andcombinations, all as will hereinafter more fully appear.

In the drawings chosen for the purpose of illustrating my invention, thescope whereof is pointed out in the claims. Figure 1 is an inverted planview of a draft gear embodying my invention, the parts being in thepositions they normally occupy when the coupler is in the center of thecar; Fig. 2 is a view partly in side elevation and partly in verticalcentral section showing the devices Specification of Letters Patent.

App1ication filed November 25, 1908.

Patented Mar. 1, 1910.

Serial No. 464,373.

illustrated in Fig. 1; Fig. 3 is a vertical sec tion of the device, theportions thereof which are to the rear of the lines 33, Figs. 1 and 2,being omitted; Fig. 4; is an inverted plan view of the principal partsof the device shown in Fig. 1, illustrating the positions assumed by theseveral parts when the coupler is laterally displaced without beingsubjected to draft or butting forces; Fig. 5 is an inverted plan viewsimilar to Fig. 1, portions of the coupler and its unlocking mechanismbeing omitted, and the several parts being in the positions they occupywhen the coupler is displaced laterally while subjected to draft forces;Fig. (3 is a view similar to Fig. 3, but showing the devices by whichthe centralizing etl'cct of the springs is controlled in position torelease the coupler from such control; Fig. 7 is an inverted plan viewof the draft gear, showing the relative positions which the parts assumewhen the coupler is swung laterally upon being released from the controlof the centralizing springs; Figs. 8 and 9 are detail views, in end andside elevation, respectively, illustrating the devices for supportingthe rear end of the draft gear; Fig. 10 is a view similar to Fig. (3,but illustrating a modified construction; Figs. 11, 12 and 13 areinverted plan views illustrating modified forms of the rear end of thecoupler stem.

Like symbols refer to like parts wherever they occur.

I will now proceed to describe my invention more fully, so that othersskilled in the art to which it appertains may apply the same.

In the drawings, A is a coupler which, as shown, is preferably of thevertical plane type and is provided with a suitable lock or catch thelever whereof is indicated at 1. The rear portion of the stem of thecoupler, instead of being formed integral with the coupler head, ispreferably constructed of plate-like members 2, 9, which are suitablyconnected to the forward part of the coupler. As shown in Figs. 1 and 2of the drawings, a convenient and etlicient manner of forming thisconnection is to provide that portion of the coupler stem which isintegral with the coupler head with depressed seats which conform to andreceive the forward ends of the members 2 that are bolted therein. Sucha construction of the coupler stem enables the length of the couplerover all to be readily changed to meet the requirements of cars ofdifferent dimensions.

The rear end of the coupler stem is formed or provided with a lever-headwhich, through the medium of parts hereinafter described, operates upona lateral displacement of the coupler to compress one of the springs Eto a greater extent than the other. This lever-head, as shown in theprincipal figures of the drawings, is preferably formed as anindependent casting 3* having a socket in which the rear ends of thecoupler-stem members 2 2 are rigidly secured, its rear face beingconvexly curved or beveled so as to normally diverge from the adjacentfollower C in opposite directions from its point of engagementtherewith, thus affording a rocking bearing on said follower C. Thelever-head a shown in Fig. 11 is similar in construction to theleverhead 3 just described, except that it is formed integral with therear end of the coupler stem. A modified form of lever-head, a having aflat rear face is illustrated in Fig. 12. lever-head a shown in Fig. 13is also provided with a flat rear face, but differs from themodification shown in Fig. 12 in that it is not formed integral with thecoupler stem. Each form of lever-head is suitably constructed to permitthe members B, B, through which the springs E, E operate to centralizethe coupler, to be attached to said lever-head on opposite sides of thelongitudinal axis of the coupler.

The members B, B, which are pivotally attached to the lever-head 8 atopposite sides thereof, are preferably in the form of tail bolts whichpass through the followers C and D and through their respective springs.E, E. The rear end of each tail bolt B is provided with a sleeve 1 whichpreferably has threaded engagement with its tail bolt and which may bealso retained in place by means of a nut as shown. These sleeves 1 aswill hereinafter appear, serve, when it is desired to swing the couplerlaterally in making a coupling upon a curve, to retain the devices bywhich the centralizing efiect of the springs E, E on the coupler A iscontrolled in such position that said centralizing action is releasedand withheld until the coupler is again returned to its normal positionin the longitudinal axis of the car.

The forward follower C and the rear follower D, between which thesprings E, E, are interposed, are arranged to have a lim ited movementtoward and from each other between stops or abutments as usual. For thispurpose yokes F, which are bolted to the car framing, may beconveniently employed, as they not only act as abutments to limit themovements of the followers C and D, but also serve to support the rearThe end of the draft rigging. Both followers are provided with aperturesof sufficient size to permit the free movement of the tail bolts B, Btherethrough when the coupler is displaced laterally as shown in Figs.4: and 5, and both followers are, for the sake of strength, preferablyformed with horizontally extending flanges 1 1 and 1 1 As a means forsupporting the devices G, H by which the centralizing action of thesprings upon the coupler is controlled, it is preferred to provide acentrally disposed, rearwardly extending pivot pin 2 which is mountedupon the follower D and upon which the members G, H may be convenientlymaintained by means of a cotter and pin supporting yoke 3 cast upon thefollower D.

In the principal figures of the drawings, the members G and H are shownas pivoted hooks the respective outer ends 1 and 1 whereof form fillersthat are normally interposed between. the rear face of the follower Dand the front ends of the sleeves 1 carried by the tail bolts B, B. Therecesses in the hooked ends 1 and 1 of the members G and H are enlargedor splayed so that they may retain their positions on the tail bolts B,B when the coupler is displaced laterally. By forming the member H witha forked end and inserting the pivoted end of the member G therein, asshown, a very efiective pivot bearing is obtained.

In Fig. 10 of the drawings a modified form of means for controlling thecentralizing action of the springs is exhibited. In this form ofconstruction the rear follower D, instead of being provided with a pin 2and a yoke such as 3, is constructed with undercut guide ribs (Z inwhich the members G, G are slidingly mounted. The lower ends of themembers G are provided with enlarged or splayed recesses and areinterposed bet-ween the rear face of the follower D and the forward endsof the sleeves 1" carried by the tail bolts B, for the same purpose andin the same manner heretofore de scribed.

As a means of releasing the springs E, E from the control of the membersG and H, or 3r, G, as the case may be, it is preferred to employ arock-shaft J which is suitably journaled on the car as at 1 2 and is provided with an operating lever, such as 8 and oppositely extending arms 4l between each pair of which links 5 5 are attached by means of pins,one of said links being similarly attached to each of the members G andH, or G, G, according as one or the other form of these members isemployed. As will be readily understood from an examination of Figs. 6andlO, by turningthe rock-shaft J in the appropriate direction either ofthe spring controlling members G or H, or G, G, may be withdrawn from 1its normal position between its rear fol lower and adjacent sleeve 1.".l

In order to be able to unlock the coupler l when it is in any position,it is preferred to employ a coupler release rigging which consists of adouble bell crank lever K that is pivotally mounted upon the rear end ofthe coupler stern so as to be bodily movable therewith. One of the arms1 of the member K is connected by a pin and slot connection with aforwardly extending reach rod 3 that is flexibly connected at its'outerend with the lever 1 of the coupler lock or catch. Each oppositelyextending arm 2 of the double bell-crank lever K is pivotally connectedwith a pull rod 4 the said rods extending in opposite directions so thatthe coupler may be readily unlocked from either side of the car bysimply pulling upon one of the pull rods l, as will be readilyunderstood. As will be seen by reference to Figs. 1 and 5 of thedrawings, by mounting the coupler release rigging upon the coupler stemand by providing for lost motion be-. tween the reach rod 3 and thelever arm 1 of the member K, neither draft, butting, nor swingingmovements of any coupler used in conjunction with my draft riggingoperates to unlock the coupler lock.

The construction being substantially such as hereinbefore pointed out,the operation of the draft gear will be as follows: Assuming the severalparts to be in their normal positions, as shown in Figs. 1, 2 and 3, draft; forces applied to the coupler A in the longitudinal axis of the carwill cause the tail bolts 15, B with their sleeves 1, 1 to be drawnforward, thus transmitting a corresponding forward movement to the rearfollower D through the interposed tillers Gr and H. The forward followerC being .in the meanwhile prevented by the yok-es or abutment members ifrom moving foiru'ardly, the springs i E are compressed between the twofollowers. When the coupler A is in a central position and a buttingforce is ap plied thereto, the rear end of the coupler stem forces thefront follower C and tail bolts 3, B rearwardly, and as the rearfollower 1 is held against retreat by the yokes F, F, the springs 1* Eare again compressed bet ween the followers 0 and I).

When draft forces acting at an angle to the longitudinal axis of the car are applied to the coupler, as when the car passing around a curve.the parts will assume a position such as shown in Fig. 5; that is to 1say, the force applied to the rear follower l) is transmitted theretofrom the coupler 1 through only one of the tail bolts B, thus causingsaid rear follower to assume an angular position with reference to theforward follower C. The angular relation assumed by the two followersunder these conditions l results in an unequal compression of thesprings I I), one of them being capable of full compression while theother is substantially uncompressial. This unequal compression of thesprings, or unequal resistance which each otters to the lateraldisplacement of the coupler under such conditions. constantly tends toreturn the coupler to a centralized position, and does so return it assoon as the laterally displacing force is withdrawn.

When cars which are coupled to each other are standing on a curve, thepositions assumed by the several parts will be as illustrated in Fig.lof the drawings, the followers (l and 1) making an angle with eachother with a resultant unequal compression of the springs I). If, undersuch circn1nstances, the coupler is unlocked, the return of the springmember to its normal condition will return the coupler to its centralposition as soon as the mating coupler is disengaged therefrom.

If a car is standing upon a curve and it is desired to effect a couplingwith another car, the hand lever 3 of the rock-shaft J is moved in theproper direction to elevate that filler member G or ll which is fartherremoved from the side of the car toward which the coupler is to beswung. When this is done the coupler A may beimmually swung to one side,as shown in Fig. 7, without compressing either of the springs .l], E,the witlulrawal of the filler from between the rear follower l) and thesleeve 1 afl'ording the necessary clearance to permit one of the tailbolts 13 to move forward without resistance as the coupler swingslaterally. As one tail bolt B moves forwardly-the other tail boltsimultaneously executes a rearward movement, the rocking character ofthe bearing between the rear end of the coupler stem and the forwardfollower O permitting such rearward, movement without, or substantiallywithout, displacement of said 't'orward follower from its normalposition. In the constructions shown in Figs. 12 and 13, however, thecharacter of the bearing between the lever head and the forward followerresults in the displacement of said ifOl'Will'tl follower from itsnormal position when the coupler is swung to one side. \Vhen the couplerhas been swung laterally after having been released from the control ofthe springs l), as previously explained. that controlling mcmber G orIf, as the case may be, which has been withdrawn from between the rearfollower l) and sleeve 1" rides upon and is supported by its adjacentsleeve 1". as shown particularly in Fig. 7, being thus prevented fromreturning to its normal position until the coupler reassumes a centralposition. When, however, the coupler is again brought to its centralposition as the car moves on to straight track, the support of thesleeve 1 is withdrawn and the member Gr or H is automatically restoredto its normal spring controlling position, as shown in Figs. 1 to 5inclusive. It is thus unnecessary for the trainman to go between thecars after a coupling has been made in order to return any of the partsto their normal positions.

Having thus described my invention, what I claim and desire to secure byLetters Pate ent is:

1. In a draft gear, the combination with a laterally swinging coupler,of spring-ad tuated means which normally maintain the coupler in acentralized position, means for controlling said spring actuated means,releasing devices whereby said controlling means may be actuated tooperatively release said coupler from the said spring actuated means,and means for retaining said controlling means in releasing positionwhen the coupler is in a laterally displaced position, said last-namedmeans operating when the coupler is returned to a central position toallow said controlling means to return to normal position.

2. In a draft gear, the combination with a laterally movable couplerhaving a lever head at its rear end, of followers, springs interposedbetween said followers, and means connected to said lever head wherebysaid springs are unequally compressed when the coupler is displacedlaterally, said lever head and one of said followers being in engagementand being provided with co-acting faces which normally diverge from, thepoint of engagement of said lever head and follower.

3. In a draft gear, the combination with a late-rally movable couplerhaving a beveled rear end, of relatively movable followers, said couplerhaving a rocking bearing on one of said followers, and springsinterposed between said followers, said springs being unequallycompressed when the coupler is displaced laterally.

4L. In a draftgear, the combination with a laterally movable couplerhaving a lever head at its rear end, relatively movable fol lowers, aspring member interposed between said followers, tail-bolts pivotallyattached to the said lever head on opposite sides of -the longitudinalaxis of the coupler, and

means mounted upon one of said followers for ope=atively connecting anddisconnecting said tail-bolts and followers, said tailbolts beingoperative to transmit forces from said coupler to said spring member.

5. In a draft gear, the combination with a laterally movable couplerhaving a convexly curved bearing face at the rear end of its stem, ofmeans for normally maintaining said coupler in a centralized position,said means including a spring member which resists longitudinal andlateral movements of the coupler and members which are. connected tosaid coupler on opposite sides of a laterally movable coupler, of aspring.

member, a plurality of tail-bolts pivotally attached to said coupler andoperatively connected to said spring member, and pivoted means foroperatively disconnecting said tail-bolts and spring-member.

8. In a draft gear, the combination with a laterally movable coupler, ofrelatively movable followers, a spring member be tween said followers,and means operatively connecting said coupler with said followerswhereby said spring member normally resists longitudinal and lateralmovements of the coupler, said coupler having a rocking bearing on oneof said followers permitting said coupler to move laterally without causing displacement of said follower.

9. In a draft gear, the combination with a laterally movable coupler, offollowers, a spring member compressible by said followers, and aplurality of tail bolts for transmitting force from said coupler to saidspring member, said coupler having a convexly curved face bearing on itsadjacent follower.

10. In a draft gear, the combination with a laterally movable couplerprovided with a convexly curved lever head, said lever head havinglaterally extending portions, of tail bolts attached to the saidlaterally extending portions of the lever head, and a spring memberwhich is operatively connected to said tail bolts and resistslongitudinal movements of the coupler.

11. In a draft gear, the combination with a laterally movable coupler,of spring actuated means for centralizing said coupler, devices forcontrolling said spring actuated means whereby the coupler may beoperatively released from said means at will, and a rock-shaft foractuating said controlling devices, said rock shaft extending in thedirection of length of the coupler when said coupler is in its normalposition.

12. In a draft gear, the combination with a laterally movable coupler,of a plurality of tail bolts connected thereto, followers, springsinterposed between said followers, and filler members movable with oneof said followers, said filler members being adapted to operativelyconnect said tail bolts with or disconnect said tail bolts from saidfollowers and springs.

13. In a draft gear, the combination with a laterally movable coupler,of a plurality of tail bolts pivotally connected thereto, relativelymovable followers through which said tail bolts pass, a spring memberinterposed between said followers, and means whereby the lateraldisplacement of the coupler causes said followers to change theirangular relation, said coupler engaging the central portion of one ofsaid followers.

14. In a draft gear, the combination with a laterally movable coupler,of a spring member, connecting members between said spring member andcoupler whereby the said spring member normally operates to centralizesaid coupler, means whereby said coupler may be released from thecentralizing control of said spring member, and means for retaining saidlast named means in released position when the coupler is displacedlaterally.

15. In a draft gear, the combination with a laterally movable coupler,of a spring member, and devices operatively connecting said springmember and coupler to cause the said spring member to normallycentralize said coupler, said devices including means movable with andalso independently of said coupler whereby the said coupler may bereleased from the cent alizing control of the said spring member.

10. In a draft gear, the combination with a laterally movable coupler,of a plurality of tail bolts connected thereto, relatively movablefollowers, springs interposed between said followers, devices whereby alateral movement of the said coupler causes a relative movement of saidfollowers, and means whereby said last named devices may be actuated topermit a lateral movement of the coupler without relative movement ofthe said followers.

17. In a d aft gear, the combination with a laterally movable coupler,of a plurality of tail bolts pivotally connected thereto, front and rearfollowers, a spring member interposed between said followers, and fillermembers mounted upon said rear followerand operating to operativelyconnect and disconnect said tail bolts with said followers and springs.

In testimony whereof I aflix my signature, in presence of twosubscribing witnesses.

HARRY C. BUI-IOUP. Witnesses D. B. MAsoN, GUILFonD S. Voon.

